Gearing.



J. H. GILMAN. GEARING. AAAAAAAAAAAAAAAAAAAAAAAAAA 2.

v Q 1 'a A RAPH co WASHINGZ'HPL'D; c.

J. H. GILMAN.

GEARING. APPLIOATION I'ILED JAN. 25, 1912.

1,078,671. r Patented Nov. 18, 1913.

3 SHEETS-SHEET 3.

%w V M UNTTED STATES PATENT *OFFTCE 'JoHN H, GILMAN, OF OTTAWA, ILLINOIS, ASSIGNOR ro Kina eG IiA ILTON COMPANY,

r OF OTTAWA, ILtINosn COBEORATION OF ILLINoIs. L

ansema.

Patented Nov. 18,1913.

Application filed J anuary 25, 1912. Serial No. 673,466. r

To all whom 'z may concern Be it known that I, JOHN H. GILMAN, a citizen of the United States, and a resident of Ottawa, in the county of La Salle and State of Illinois, have invented certain new and--usefulImprovements in Gearing, of which the following is a full, clear, and eX- act specification. i r r My invention is concerned with gearing designed 'more especially for wagon dnmps or hoisting mechanism designed to slowly elevate the front end of a wagon body, thereby tilting it so that its' contents can flow through the 'opened end gate.

One feature of my invention is concerned with a novel gearing for said dumps, which gearing is particularly adapted for use where the dump is to be driven by a belt.

Other novel features will be described at length in the specification and particularly pointed out in the claims.

To illustrate my invention, I annex herea to three Sheets of drawngs, in which the same reference characters are used to designate identical parts in all the figures, of which,-

Figure lis a perspective view of the gearing; Fig. 2 is a side elevation of the framework and the hoisting mechanism; Fig. 3 is a top plan view of the same; Figgt is an end elevation* with the gearing mostly? removed;

Fig; 5 is a plan viewin section' on the line A A of Fi r. 2; Fig. 6* is a detail in section `on the 'line B-B of Fig. 2;*Fig. 7 is a view of the gearing'as* seen from the back of Fig. l -and with a portion thereof in section on the vertical plane of the drive shaft; 8

is a .detail showing the means for securing gularstraps 44, best shown in Fig. 5, the .ends o-f which are bolted to the :sidebars 22 'verging si'de pieces 22, 23, 24: and 25, the con verging side pieces 22 and'24 being secured at their vupper ends. to the adjacent ends of f the cross pieces26 and27, while' the other I1dS0f`Slld *cross pieces are secured to the upper'ends 'of'theside pieces 23. and 25. :The

.various members may:bebolted'andsecured A together in any desired manner to form a rigid structure. To prevent the possible spreading of the bases, I connect the bottom pieces 20 and2l by the pair of tie rods 28 and 29.

In the right hand end of the cross head formed by the cross pieces 26 and 27, journal the pulley 30, and in the left-hand end 'I journal the pulleys 31 and 32, and over the pulleys 30 and 31 passes the chain 33, the lower end of which is secured to one end of the lifting frame; while over the pulley- 32 passes the chain 34:, the lower end of which is securedto the other end of the lifting frame 35, the other ends of the chains 33 and 34: preferably being secured in the yeke 36 carried by the upper end of the rod 37. The lifting frame 35 consists of an open rectangular frane adapted to receive the front wheels of the wagon, so that as it is lifted the front end ofthe wagon will be raised thereby, and I preferably form the longitudinal members 38 of this lifting frame of a pair of channel bars Opening downward, and the transverse or endmembers are formed by the angle irons 39 shown. The connections for the chains are formed by the eonverging straps 40 secured at their lower ends to the outer ends of the angle bars 39, while their upper ends are connected tothe eyes 41 whicheinbrace the vertical guidebars 42. Additional eyes 43embracing the guide bars 41:2 are secured on the Vertical fianges of the angle irons 39, and the chains 33 and 34 are connect-ed to bolts con necting the upper ends ofthe converging straps 40. .Theguidebars 42 are preferably supported at their upper ends by theanand 24,'and 23 and-25, while the centralportiens are boltedto the upper ends of the guide bars. The lower ends. of the-guide bars are likewise supported by similaran gular straps 4.5, whichnarebolted attheir ends to the bottom pieces 20 and 21, and at of which is shown in Fig. 1, atthe bottom of the right-hand frame by* bolting thereto the frame casting 46, bolted directlythereto at the lower end, and indirectly at the upper end by means of the ofsetting strap 47 hling rod 51 connected th'ereto by the universal -joint 52, where the dump is to be driven by horsepower. My invention, however, is designed more especially for use in connection with gasolene engines as the motivepower, and to this end I secure on the other end of the shaft 50 a spur gear wheel 53 which' meshes r with a spur pinion 54 preferably formed integral with the driving pulley 55, 'which, together with the loose pulley 56, are mo-unted on some suitable adjustable bearing by which the relative sizes of the pinion 54 and the gear Wheel 53 may be regulated so that the apparatus can be driven by gasolene engines having difl'erent normalspeeds. 'In the preferred 'form, I employ the hearing rod or shaft 57, which rests in the hearing blocks 58 and 59, which are secured in any necessary position of adjustment on the hrackets 48 and 49 hy the clips 60 which are passed through the slots 61 and 62 in the bracket castings 48 and 49 and have the nuts 63 screwe'd o-n the lower ends to bind the shaft 57 on the blooks 58 and 59, so that the driving pulley ,55 and A the loose pulley 56 are free to rotate on said shaft.

.For the gearing and reversing mechanism which 'must be employed in these devices, I preferably enploy the following: Splin ed or otherwise secured to slide on but rotate with the shaft 50 is the clutch sleeve 64, provided with the customary annular groove 65' and with the engaging lugs 66 at each end. At one end of the clutch sleeve 64 'is the worm 67 mounted to rotate loosely on the shaft 50 and having the engaging lugs 68 adjacent' the clutchsleeve. This worm meshes with the worm Wheel 69 secured on the shaft 70 journaled in suitable bearings in the framework 46, and having atits inner end the sprocket wh-eel 71 for a. purpose to be described. Loosely journaled on the shaft 50 at the other end of the clutch sleeve is the pinion 72 provided with the clutch lugs 73 and meshing with an idle pinion 74 journaled on the Stud 75 carried by the frame casting 46. This idle pinion 74 neshes with a pinion 76 rigiclly secured upon theshaft 77 journaled in Suit- -able bearings carriedby the frame casting 46. The other end of the shaft 77 has secured thereon the spur gear Wheel 78, which meshes with the spur pinion 79 formed integral with or rigidly secured V to the worm 67. ?Vith the gearing thus far described, it will he apparent that if the shaft 50 is driven constantly ,in-one'direction and the clutch sleeve 65 is shifted to the right in Fig, 1, the shaft 50, will drive the worrn 67 through the'tran of gears 72, '74, 76, 78

and 79 at a certain rate of speed, and it will rotate in the proper direction to lowerrunning idly. To control the position of this clutch sleeve 64,'I provide the lever plvoted to the `fra1ne46 at 80 .and having the vertical arm 81 which may he connect ed to a horzontal bar *or otherwise arran 'ed 'to be manipulated by hand to throw the clutch sleeve from its neutral disengaged position into 'its en aged position. The horizontal arm82 of this lever has the off- Set portion 83 'pivotally conneeted at 84 to the lower endof the` vertical rod 85 which extends upward and preferably passes through a guiding aperture formed in the cross piece 86 'between the bars 22 and 24. This rod has adjustably secured thereon the stop lug 87, the position of which controls the extent to which the frame 35 may be lifted in the operation of the device. The sprocket wheel 71 on the shaft 70 (the rotation of which is etfected by the drive shaft and gearing in the nanner before described) coperates with the endless sprocket chain 88 which passes around the sprocket wheel 89 journaled in the yoke 90 which depends from the threadec rod 91, also eX- tending through an aperture 92 in thecross piece 86. A nut 93 on the rod serves to adjust the position ofthe sprocket wheel 89, and on the side of the chain 88 adyacent to the rod 85, I secure the eye 94 emhracing said rod and adapteu to contact with the stop 87 at the end of the upwar'd movement of the frame 35 to automatically disengage the clutch, while it engages--the end 83 of the arm 82 of the lever to throw it 'in the other direction and disengage the clutch when theframe 35 reaches the ground. In the other side of the chain 88, I secure the hook 95, in which the lower end of'the rod 37 terminates, so that the downward movement of that side of the chain'pulls down the rod 37 (preferably guided by passing through an aperture 86 in the cross *piece V 86), thereby drawing the chains 33 and 34 over'the sheaves and lifting the frame 35. lVhen the movement is reversed, the frame 35 will descend and the rod 37 rise. It will.

of course, he understood that the arm 81` is provided with the projection 96 extending into the groove 65. 4

While I have herein shown and described a novel framework and lifting mechanism with which my gearing herein claimed is adapted to be associated, I' do not herein claim said framework and lifting mechanism, but reserve the same for my divisional application No. 698,143,-filed May 18 1912.

While -I have shown and described my invention in the form which I at present consider 'best adapted to carry out its purposes, it will be understood thatit is capable of modifications, and that I do not desire to be limited in the interpretation of the following claims except as may be necessitated by the state of the prior art.

What I claim as new, and desire to secure by'Letters Patent of the United States, is:

11 In a device of the class described, the combination with a framework, of a driven shaft associated therewith, gearing for driving said shaf-t in both directions, a drive shaft for said gearing rotating in one direction, a gear wheel secured to said drive shaft, a pinion meshing with said 'wheel, a drive pulley seoured to ro-tate with the pinion, and adjustable bearings for V said pulley and pinion. p

2. In a device of the class described, the combination with a framework, of a driven shaft associated therewith, gearing for driving said shaft in both directions, a drive shaft for said gearing rotating in one directon, a gear wheel secured to said drive shaft, a pinion meshing with said wheel, a drive pulley secured to rotate with the pinion, a frame casting attached to the framework, slotted brackets attached to the frame casting, blocks and clips adjustably secured in the slots of the brackets, and a stationary shaft held by' the clips upon the blocks and upon which the pulley and pinion are ournaled.

3. In a device of the class described, the combination with a drive shaft, of a elutch sleeve splined thereon, a clutch pinion loose on said shaft, a combned worm and clutch pinion also loose on said shaft, a countershaft, two pinions secured thereon, one meshing with the combined elutch and worm pinion, an idle pinion interposed between the other of the two pin` ions and the clutch pinion, a worm wheel meshing with the worm, a shaft on which the worm wheel is secured, a sprocket wheel on the shaft, a sprocket chain coperating with the wheel, a shifting lever coperating with the clntch sleeve, and a stop member on the chain engaging the shifting lever.

4. In a device of the class d-escribed, the combination with a. drive shaft, of a clutch sleeve splined thereon, a clutch pinion loose on said shaft, a Combined worm and clutch pinion also loose on said shaft, a countershaft, two pinions secured thereon, one meshing with the Combined clutch and worm pinion, an idle pinion interposed between the other of the two pinions and the clutch pinion, a worm wheel meshing with the worm, a shaft on which the worm wheel r 'a shifting lever coperating With the clutch sleeve, a stop member on the chain engaging the shifting lever, and a member connected to said chain and moving therewith.

5. In a device of the class deseribed, the combination with a drive shaft, of a clutch sleeve splined thereon, a clutch pinion loose on said shaft, a. combined worm and cluteh pinion also loose on said shaft, a countershaft, two pinions secured thereon, one meshing with the combined clu-tch and worm pinion, an idle pinion interposed between the other of the two pinions and the clutch pinion, a worm wheel meshing with the worm, a shaft on which the worm wheel is mounted, and means for' shifting the clutch sleeve.

6. In a device of the class described, the combination with a drive shaft, of a elutch sleeve splined thereon, a clutch pinion loose on said shaft, a Combined worm and clutch pinion also loose on said shaft, a countershaft, two pinions Secured thereon, one meshing with the combined cluteh and worm pinion, an iclle pinion interposed between the other of the two pinions and the cluteh pinion, a worm 'wheel meshing with the worm, a shaft on which the worm wheel is mounted, a shifting lever coperating with the clutch sleeve, and a stop member actuated to operate the shifting lever by the rotation of the worm-wheel shaft to a certain extent.

In witness whereof, I have hereunto set my hand and afiixed my seal, this 13th day of January A. D. 1912.

' JOHN H. GILMAN. [L. s.]

TVitnesses:

AUGUST LEDRIOH, En R. CLAUs.

Gopies of this patent may be obtained for five cents each, by addressing the commissioner of Patents, Washington, D. G." 

